Rack-rail for locomotives.



No. 772,680. PATENTED OCT. 18, 1904. I

E.A.SPERRY.

R RAIL FOR LOCOMOTIVES.

r neuron FILED no.8, 1902. v MODEL. 4 sums-sum 1.

PAT CNTED OCT. 18, 1904.

E. A. SPERRY. RACK RAIL FOR LOCOMOTIVES.

APPLICATION FILED 13150.8. 1902.

4 SHEETS-SHEET 2.

N0 MODEL.

No. 772.680. PATENTED 001". 18, 1904;

- B. SPERRY.

RACK RAIL FOR LOCOMOTIVES.

APPLICATION rum) DEO.8. 1902.

N0 MODEL. 4 SHEETS-SHEET a.

No. 772,680. I PATENTED OCT. 18, 1904. v

E. -'A. SPERRY.- RACK RAIL FOR LOCOMOTIVES.

APPLICATION FILED D508, 1902.

N0 MODEL. I i SHEETSSHEET 4.

' Y UNITED STATES" Patented October is, 1904.

PAT T OFFICE.

' ELMER A. SPERRY, OF CLEVELAND, OHIO, ASSIGNOR, BY MESNE ASSIGN- MENTS,TO MORGAN ELECTRIC MACHINE COMPANY OF WEST VIRGINIA,

OF CHICAGO, ILLINOIS, A CORPORATION WEST VIRGINIA.

, RACK-RAIL FOR Loc'omorlvss.

SPECIFICATION forming part of Letters Patent No. 772,680, dated October18, 1904.

Application filed December 8, 1902. Serial No. l34.254. (No model.)

To aid whom it may concern: I

Be it known that I, ELMER A. SPERRY, acitizen of the United States,residing at Cleveland, in the county of Cuyahoga and State of Ohio, haveinvented a certain new and useful Improvement in Rack-Rails forLocomotives, of

which the following is a specification.

My invention relates to rack-rails which are adapted at the same time tobe employed IQ as an electrical conductor for supplying the passing carsor trains with electrical energy. My invention consists of certaindetails in structure, insulation, support, and construction by means ofwhich such rail is rendered I 5 practical and successful, so' that itmay be manufactured at a'reduced cost and properly withstand the strainand hard usage of the service to which it is subjected. A device forcarrying out my invention in one of its forms is shown in theaccompanying drawings, forming a part hereof.

In Figure 1 is atransverse section of a simple form of rack-railcarrying its insulatingsheath. Fig. 2 is a side elevation showing one 5means of cross-tying the insulating-sheaths with a perforated binder.Fig. 3 is a longitudinal section of one of the rail-joints, showing atthe same time a fish-plate as insulatingsupport. Fig. 4: is a plan viewof the fish- 3 plate, showingmeans for clamping the insulator. Figs. 5and 6 show a detail of the insulat-ing-sheath at or near an insulator.Fig. 7 shows a transverse section of a rack where the unperforatedportions at the sides are turned down, giving the rail a U-shapedsection, showing also means for insulating and for securing theinsulating-sheath. Fig. 8 is I a side elevation of same, showing furtherdetail of an anchor-plate. Fig. 9 is an eleva- 4 tion,of a rail-jointconnector. Fig. 10. is a section of a rail-joint inserted within therail, showing the tapering sides and method of holding. Figs. 11 and 12are sections at different points in the length of the rail bond orconnector shown in Fig. 9. Fig. 13 is a view from beneath, showing thefish-plate and insulator-clamp with the insulator in section. Fig.14 isa top View of a rail with standard-width opening. Fig. 15 is similar Ito Fig. 14:,except wider openings. Fig. 16 5 is a section of arail-joint with plain fish-plate. Fig. 17 is an end section of arack-rail.

Similar letters of reference indicate like parts throughout the severalviews.

It has been found that where the rack-rail used for traction purposes isat the same time employed as an electrical conductor for supplying thelocomotive, cars, &c., certain features must be presented in thestructure so organized that the'rail may perform both of theseimportantfunctions without allowing the restriction introduced by one tointerfere with the rigidity required by the other. At the same time itmust be free and clear from any connection with the earth. This fact I 5utilize to likewise free the teeth, which in this event may beconstituted of the bridges or webs between'the adjacent perforations ina fiat rail or a rail of other conto'ur'or section, the requisite beingthat the perforated rail shall 7 have other unperforated sections uponwhich it can depend for electrical conductivity. For the use of such arail rectangular perforations are preferable, though they may be of anydesired form and are found to be practicable 7 5 so long asthey are ableto free themselves beneath by providing spaces in which accu-- the onehand the rail must besolidly anchored, 8O

usually against strains which are not only longitudinal but lateral aswell, yet the s upport ing function must be carried out' through aninsulating medium, and the rail must also be provided with a sheathor'shield to prevent 5 accidental contact therewith. The sheath must beso arranged as not to interfere with the normal operation of the drivingdevice of the locomotive which is adapted to cooperate therewith. 9o Tosatisfy all these conditions in a single structure, simple means havebeen found for the construction of the sheath which renders the railpracticallyinaccessible from the factv that nothing but wood orinsulating material is presented by the finished rail, a narrow slot inthe middle of the upper face of the rail being the only means of accessto the charged rail, the slot being sufliciently deep to preventaccidental contact. This insulation A is preferably secured to thelateral edges of the unperforated section, which flanks the line ofperforations of the rail B, preferably by being clamped to the rail, andtherefore supported by the rail, the opposite insulatingsheaths beingsecured one to the other through the rail, as illustrated in Fig. 7, orone above and the other under the rail. as illustrated in Figs. 1 and 2.The narrow slot B permits access of driving connection to rack.

To secure the necessary continuity of the rack for electrical purposes,and especially where the rack is made up of the usual sections,fish-plates C may be provided at the joints, which aremade to impingeupon each adjacent end B of the rack-rails, the parts being brought intometallic contact, thus insuring adequate conductivity at the joint.These combined fish-plates and conductors may at the same time beutilized as points of support and insulation for the rail, and in Figs.3, 4t, and 13 and also Figs. 5 and 6 such an arrangement is illustrated,wherein an insulator D, preferably a petticoat-insulator, is suitablysupported from the road-bed, being shown in Fig. 3 as having itssupports D spiked to a sleeper or tie D The insulator is supplied withthe usual groove D or equivalent holding means for the supportedstructure, into which is clamped a device for supporting the rail. Inthe case shown in Figs. 3, 4, and 13 this device at the same timeconstitutes in part or whole a portion of the fislrplate. One of theclamping parts D is shown as being integral with the fish-plate and hasits concave dependent portion perforated to register with theperforations of the rail and also affording a loop for the hook U. Theother clamping member, D, is secured to the other by a bolt D and at thesame time fastened to the fish-plate, preferably by slotted holes D, soas not to interfere with the clamping action upon the insulator, theslots beingso located as to receive the bolts which normally serve tosecure rigid contact between the fishplate and the rail. The structureshown in Figs. 7 to 12 has the advantageof providing extensiveunperforated portions B flanking the line of perforations on eitherside, which do not extend the lateral width of the rack as a whole,inasmuch as they turn downwardly at a point near the sides of theperforations instead of protruding laterally, as in Fig. 1. \Vhile theoutside line of this U-shaped or channel section may be rectangular, itsinside line provides a tapering of the sides. This bevel is useful asaffording means for securing the most intimate contact between the railand the fish-plate or connector E, (seen in Fig. 10,)

where the fish-plate or connector is wedged up in between the taperingsides and suitably held, a slight upward pressure affording acomparatively powerful clamping action. The enlarged section below therail may be utilized for increasing conductivity of the fishplate orconnector, especially at the center. The fish-plate thus tapers from thecenter to each end. (See Fig. 9.) This fish-plate or connector is cutaway at E, as shown.

I have found that the wearing qualities of my perforated rack-rail forrailways is greatly improved by employing hard metals; but thedifliculty in working these metals has led me to harden the faces of theperforations, and this I find can be done by swaging or compressing themetal either by a blow or heavy pressure at or near the face of theperforation. This may be done even during the process of punching by afurther advance of the punch or by'the simple device of grinding thedie, so as in effect to produce a dull side. I find the metal is notonly compressed adjacent to the perforations on the dull side or sides,but the upper corner by this simple device may be pulled down androunded, affording a very much more natural contact for the rollingaction of the gear-teeth which cooperate with these faces.

The hardening of the rack-rail at the adja cent edges of theperforations is illustrated at F F in Fig. 3, where the upper corner isshown pulled down and rounded (shown at II II. Fig.

and where the swaging action or extra pressure is applied at the top,the density thus varying from the top downwardly, as clearly indicatedin the shading F F adjacent to the holes in this figure. Here it will beseen that a web portion is located directly above the insulator, and thefreeing of the 1)01f()l:tlll0ll$ on either side may take place throughthe cup-shaped web, which is also perforated at l I to partiallyregister.

The sheath located on one side of the lat eral face of the rack isconnected and held to the sheath on the opposite side of the lateralface of the rack in any convenient manner as, for instance, with aninsulating-binderF (see Fig. 2) and which binder is preferably piercedor perforated directly under the perforations of the rack.

I have illustrated in detail a particular construction embodying my inventi on", but it is of course evident that this construction may begreatly varied and that some of the parts may be omitted and others usedwith parts not here shown without departing from the spirit of myinvention.

By means of this invention the operation of electric-railway systems,particularly in such places as mines and tunnels, and especially wheregrades exist, is very greatly simplified and made much cheaper and moreellicient and satisfactory and permits the adaptation to circumstancesand conditions not commercially possible in the ordinaryelectrio-railway system. The arrangement of the rack, consisting ofspecial rack devices, the insulation and installation of the rack withregard to the track, all aid in an efficient and reliable roadway whichmay be operated under economical conditions and which insures eflicientaction, wholly absent in the ordinary railway systems.

1. The combination with a conducting rackrail for electrically-operatedcars of an insulating and protecting cover therefor and provided with anopening or slot for the part that engages the rack, said conductingrackrail forming a support for said insulating and protecting cover.

2. A perforated rack-rail, insulated supports for such rail and aninsulating-sheath supported by the rail. 4

3. A rack-rail serving as an electrical conductor, the rail consistingof a bar, perforations along the center of the bar flanked on eitherside by unperforated portions, insulating-supports for such rail locatedat intervals and insulating-sheaths for the unperforated portions of therail, protruding above and supported by the rail.

4. A perforated rack-rail, insulating-supports for such rail, and aninsulating-sheath supported by the rail, both the sheath and the railbeing clear from the ground or surface along which the track is laid.

5. A perforated rack-rail, insulating-supports for such rail, aninsulating-sheath supported by the rail and an open space under thecenter of the rail.

6. A rack-rail serving as an electrical conductor, the rail consistingof a bar, equidistant perforations along the center of the bar flankedon either side by unperforated portions, insulating-supports for suchrail located at intervals and insulating-sheaths for the unperforatedportions of the rail protruding above and supported by the rail, saidsheath protruding below as well as rising above the rail.

7 A rack-rail servingas an electrical con ductor, the rail consisting ofa bar with equicated at intervals and insulating-sheaths'for theunperforated portions at the two lateral edges of the rail and supportedby the rail,

and binders of insulatingmaterial for connecting the sheathof one edgewith that of the other. v

9. A rack-rail serving as an electrical COD? ductor, the rail consistingof a bar with equidistant perforations along the center of the barflanked on either side by unperforated portions, insulating-supports forsuch rail located at intervals and insulating-sheaths for theunperforated portions at the two lateral edges of the rail and supportedby the rail, and perforated binders of insulating material forconnecting the sheath'of one edge with that of the other. v

10. A perforated rack-rail, insulating-supports for such rail, aninsulating-sheath supported by the rail, thesheath fitted with lonvgitudinally-disposed strips protruding below 7 v the rail.

11. A perforated rack-rail, insulating-supports for such rail, aninsulating-sheath supported by the rail, the insulating-sheaths beinglocated upon the edges of the rail, crossbinders for connecting the twosheaths, and longitudinal portions of the sheaths lying under the railbetween the binders.

12. A perforated rack-rail, insulating-supports for such rail, theperforations being rec-V tangular, equidistant, and centrally disposedwith reference to the rail and practically flush with the under surfaceof the rail, the upper edges of the perforations being rounded.'

13. A perforated rack-rail, insulating supports for such rail, theperforations being rectangular, equidistant, and centrally disposed withreference to the rail and practically flush with the under surface ofthe rail, the upper corners of the edges of the perforations which lietransverse to the length of the rail being rounded.

14c. A perforated metallic rack-rail, insulating-supports for such rail,the perforations being rectangular, equidistant, and centrally disposedwith reference to the rail, the metal abutting the faces of theperforations which Y abutting the faces of the perforations which lietransverse to the length of the rail being compressed from the top ofthe rail downwardly.

17. In a perforated rack-rail for an electric railway where the rack isused as a conductor, insulating devices for the rack consisting of aninsulator, metallic support between the insulator and the rail, theperforations within the support registering with perforations within therail.

18. In a perforated rack-rail for an electric railway where the rack isused as a conductor, insulating devices for the rack consisting of aninsulator, metallic support between the insulator and the rail, theperforations within the support registering with perforations Within therail, and a clamp for the insulator constituting a part of the support.

19. In a perforated rack-rail for an electric railway where the rack isused as a conductor, insulating devices for the rack consisting of aninsulator, and a metallic support between the insulator and the rail,the perforations within the support registering with perforatlOIliSWithin the rail, and fastenings for the rar 20. In a perforatedrack-rail foran electric railway where the rack is used as a conductor,insulating devices for the rack consisting of an insulator, metallicsupport between the insulator and the rail, the perforations within thesupport registering with perforations within the rail, and a fish-platefor the rail forming part of the support.

21. Inaperforated rack-rail for an electric railway where the rack isused as a conductor, insulating devices for the rack consisting of aninsulator, metallic support between the insulator and the rail, theperforations within the support registering with perforations within therail, a clamp for the insulator constituting a part of the support, alock-joint for the clamp and slots in the clamp for receiving bolts fromthe rail.

22. In a rack-rail for an electric railway where the rack is used as aconductor, insulating devices for the rack consisting of a fishplate, aconvex projection on the plate for clamping an insulator, perforationsin the rail registering with perforations in the fish-plate and aperforation in the convex projecti n.

ELMER A. SPERRY. l/Vitnesses:

T. SCHNEIDER, F. V. BIERBRIER.

